U.S. patent number 5,539,294 [Application Number 08/041,872] was granted by the patent office on 1996-07-23 for position detector for remote control system.
This patent grant is currently assigned to Sanshin Kogyo Kabushiki Kaisha. Invention is credited to Kiyonobu Kobayashi.
United States Patent |
5,539,294 |
Kobayashi |
July 23, 1996 |
Position detector for remote control system
Abstract
A remote control system for controlling the actuation of control
levers through an actuator unit from a remote location by a
moveable operator. The system includes a control position detector
for detecting the position of the operator which is directly
connected to the operator to reduce the manual effort required for
actuation of the control levers and to improve the responsiveness
of the system.
Inventors: |
Kobayashi; Kiyonobu (Hamamatsu,
JP) |
Assignee: |
Sanshin Kogyo Kabushiki Kaisha
(Shizuoka-ken, JP)
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Family
ID: |
17273522 |
Appl.
No.: |
08/041,872 |
Filed: |
April 2, 1993 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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765135 |
Sep 25, 1991 |
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Foreign Application Priority Data
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Sep 27, 1990 [JP] |
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2-255055 |
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Current U.S.
Class: |
318/675; 318/547;
318/553; 440/84 |
Current CPC
Class: |
G05G
7/10 (20130101); B63H 21/213 (20130101); F02B
61/045 (20130101) |
Current International
Class: |
B63H
21/00 (20060101); B63H 21/22 (20060101); G05G
7/10 (20060101); G05G 7/00 (20060101); B63H
021/21 (); B60K 041/00 (); B25J 003/04 () |
Field of
Search: |
;318/543-553,575,590,591,625,626,671,675
;114/144R,144RE,144A,144C,144E ;440/2,84,86,87 ;364/190,132
;340/709 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Ro; Bentsu
Attorney, Agent or Firm: Knobbe, Martens, Olson &
Bear
Parent Case Text
This is a continuation of U.S. patent application Ser. No.
07/765,135, filed Sep. 25, 1991, now abandoned.
Claims
I claim:
1. In combination with a watercraft and a powering marine
propulsion unit, a remote control system for transmitting control
movement to first and second controlled elements comprising a
control unit, a remote control unit having a housing and an
operator pivotally movable between a plurality of positions
relative to said housing, a rotating shaft assembly rotatably
disposed within said housing and affixed to said operator for
rotation therewith when said operator is pivotally moved, a first
position detector having a rotatable element directly connected to
one end of said rotating shaft assembly for rotation therewith and
for detecting the position of said operator and outputting a signal
to said control unit indicative of the detected position of said
operator, a second position detector for detecting the position of
said first controlled element and outputting a signal to said
control unit indicative of the detected position of said first
controlled element, a third position detector for detecting the
position of said second controlled element and outputting a signal
to said control unit indicative of the detected position of said
second controlled element, an actuator unit including motor means
for actuating said controlled elements on the basis of the signals
received by said control unit.
2. A remote control system as recited in claim 1, wherein said
first position detector further comprises a potentiometer operably
connected to said rotating shaft assembly.
3. A remote control system as recited in claim 1, wherein said
control unit comprises a comparator for comparing the signals
received from said first, second, and third position detectors and
outputting a difference signal to said actuator unit for
controlling the operation of said motor means to null the
difference signals.
4. A remote control system as recited in claim 1, wherein said
operator can be selectively set to control only one of the
controlled elements.
5. A remote control system as recited in claim 4, wherein one of
said controlled elements is associated with the transmission of the
marine propulsion unit and the other of said controlled elements is
associated with the throttle of the marine propulsion unit and
wherein said operator can be selectively set to transmit control
movement only to said controlled element associated with the
throttle.
6. A remote control system as recited in claim 1, wherein said
rotating shaft assembly comprises a rotating shaft and a coupling
that is interposed between said rotating shaft and said first
position detector.
Description
BACKGROUND OF THE INVENTION
This invention relates to a remote control system adapted for a
marine propulsion unit, and more particularly to an improved remote
control system which includes a remote operator for actuating a
controlled element through an electric actuator unit and a
detecting arrangement including a detector directly connected to
the operator for detecting the position of the operator.
One type of remote control arrangement has been proposed which is
employed on certain watercraft to electrically actuate a throttle
and/or transmission control lever on an associated marine
propulsion unit. With this type of arrangement, movement of a
remote operator effects movement of the control lever through an
electric actuator mechanically connected to the control lever. A
detection-control system is provided which controls the actuator so
that the detected position of the remote operator and control lever
normally correspond. Such a system typically includes a position
detector for each operator and a position detector for each control
lever. This type of arrangement has certain advantages. For
example, this arrangement does not require the use of cables
extending the entire length between the remote operator and the
control lever and therefore has the advantage of reducing the
operational load normally associated with purely mechanically
operated remote control systems.
However, thus far the position detector associated with the
operator has been connected with the operator through mechanical
cables or the like. Thus, more effort is sometimes required to move
the operator to effect actuation of the control lever due to
friction and operational lag which is caused by too much "play" in
the cables.
It is, therefore, a principal object of this invention to provide a
remote control system for a marine propulsion unit which reduces
the manual effort required for shifting the transmission and/or
adjusting the throttle opening of the marine propulsion unit.
It is another object of this invention to provide an improved
remote control system wherein a controlled element of the system is
more responsive to movement of the operator.
SUMMARY OF THE INVENTION
This invention is adapted to be embodied in a remote control system
for transmitting control movement to a controlled element and which
includes a remote control unit having an operator movable between a
plurality of positions. The system further includes a first
position detector directly connected to the operator for detecting
the position of the operator and outputting a signal to a control
unit indicative of the detected position of the operator. A second
position detector detects the position of the controlled element
and outputs a signal to the control unit indicative of the detected
position of the controlled element. An actuator unit including a
motor is provided for actuating the controlled element on the basis
of the signals received by the control unit.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a side elevational view of a watercraft with a remote
control system illustrated schematically and constructed and
operated in accordance with an embodiment of the invention.
FIG. 2 is a partially perspective and partially schematic view of
the remote control system in connection with a marine propulsion
unit and showing the position detector for the operator embodied
within the remote control unit.
FIG. 3 is a cross sectional view showing the position detector for
the operator.
FIG. 4 is a side view of the position detector for the operator
shown in FIG. 3.
FIG. 5 is a cross sectional view taken along line 5--5 in FIG.
4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE
INVENTION
Referring first to FIG. 1, a remote control system for operating a
marine propulsion unit from a remote location is illustrated. A
remote control unit, indicated generally by the reference numeral
11, is located in the cabin of an associated watercraft. Another
remote control unit (not shown) may be positioned on the bridge of
the watercraft. The remote control unit 11 and any additional units
are provided for controlling the throttle and/or transmission of a
marine propulsion unit, identified generally by the reference
numeral 12. The marine propulsion unit 12 may comprise either an
outboard motor or the outboard drive portion of an inboard/outboard
drive unit.
In the illustrated embodiment, the marine propulsion unit 12
includes a power head 13 that contains an internal combustion
engine (not shown) and which is surrounded by a protective cowling.
The internal combustion engine drives an output shaft which, in
turn, drives a drive shaft that is journaled for rotation within a
drive shaft housing 14 that depends from the power head 13. This
drive shaft (not shown) drives a propeller 15 of a lower unit by
means of a conventional forward, neutral, reverse transmission of
the type used with such propulsion units.
A transmission control lever is positioned on the marine propulsion
unit 12 that is designed to operate this transmission. In addition,
there is provided a throttle control lever that is adapted to
control the speed of the powering internal combustion engine by
controlling the throttle opening of the engine. These control
levers are actuated by the remote control unit 11 in a manner to be
described.
Referring now to FIG. 2, in addition to FIG. 1, the remote control
unit 11 is comprised of an operator 16 which may be pivotally moved
relative to a housing 17. Preferably, the remote control unit 11 is
selectively adapted to control both the transmission and throttle
of the propulsion unit 12 and to control only the throttle while
the transmission is held in neutral. When set to control both, the
unit 11 and system operates so that when the operator 16 is moved
within a range between 30.degree. rearward and 30.degree. forward
from the upright position shown in FIG. 2, the transmission is
maintained in neutral and the throttle opening is kept relatively
small. When the operator 16 is swung forward beyond 30.degree. but
within 60.degree. from upright, the transmission is shifted to the
forward position and the throttle opening is progressively
increased. When the operator 16 is pivoted rearward beyond
30.degree. but within 60.degree. from upright, the transmission is
shifted to the reverse position and the throttle opening is
increased accordingly. When the unit 11 is set for free throttle
adjustment, movement of the operator 16 forward from the upright
position causes a corresponding increase in throttle opening.
A cable 18 extends between the throttle or transmission control
lever and an electromotive actuator unit 19 for actuation of the
lever. This actuator unit 19 comprises an electric actuator as well
as a manual actuator for controlling movement of the lever and thus
for controlling the throttle or transmission of the marine
propulsion unit 12. The actuator unit 19 and its associated
components are contained within a casing 21. A similarly
constructed and arranged actuator unit and associated components
(not shown) are provided for actuation of the other control lever
on the propulsion unit 12. The details of actuator unit 19 as well
as its operation will now be described in connection with the
throttle control lever.
The cable 18 has a bowden wire which is connected at one end to the
throttle control lever and connected at its other end to a slide
rack 22 which is slidably supported on a base 23 and which together
with the control lever form the controlled element. The rack 22 has
teeth that are enmeshed with a pinion gear 24 which is rotatably
journaled upon a shaft and which is also journaled to a manual
lever 25 of the manual actuator. An electric motor 26 is coupled to
the shaft through a reduction gear box assembly 27 and is operated
to drive the shaft and effect movement of the throttle control
lever on the propulsion unit 12 under normal conditions.
When the electric motor 26 is used to control movement of the
throttle control lever, a control position detector 28 positioned
within the remote control unit 11 and directly connected to the
operator 16 detects the position of the operator 16 in a manner to
be described. The detector 28 then transmits an electrical signal
indicative of this detected position through a signal wire 29 to a
comparator circuit 31 of a control unit, indicated generally by the
reference numeral 32. Upon movement of the operator 16, this
comparator circuit 31 also receives an electrical signal from a
detector 33 associated with the actuator unit 19 which detects the
position of the slide rack 22. This electrical signal outputted by
the detector 33 is indicative of the detected position of the slide
rack 22 and thus the position of the throttle control lever on the
propulsion unit 12 which, as previously noted, is mechanically
linked to the slide rack 22 through the cable assembly 18.
In operation, the comparator circuit 31 compares the signals
received from the detectors 28 and 33 and outputs a difference
signal to a motor control circuit 34 which, in turn, outputs a
signal to the motor 26 for controlling its operation to null the
difference signal. That is, upon receipt of this difference signal,
the electric motor 26 is operated so that the present position of
the slide rack 22 and hence the throttle control lever corresponds
with the present position of the operator 16.
When the motor 26 is operated in this manner under normal
conditions, it drives the shaft and pinion gear 24. Movement of the
pinion gear 24 causes the slide rack 22 to slide along its base 23
to push or pull the bowden wire of cable 18 so as to effect
movement of the throttle control lever until the position of the
lever corresponds with the position of the operator 16. When the
pinion gear 24 and manual lever 25 are engaged with the shaft, as
is the case in the electric actuating mode, the manual lever 25
will also move in response to operation of the electric motor 26
and shaft so as to give a visual indication of the position of the
throttle control lever.
As previously noted, there is a second actuator unit for actuation
of the transmission control lever. When the system is set for
control of both the throttle and transmission, this second actuator
unit along with its associated components will interface with the
comparator circuit 31 and motor control circuit 34 to effect
movement of the transmission control lever in response to movement
of the operator 16 in a manner similar to that described in
connection with actuator unit 19. That is, the comparator circuit
31 also compares the signals received from the detector 28 and the
detector associated with the second actuator unit and outputs a
difference signal to the motor control circuit 34 which, in turn,
outputs a signal to the motor associated with the second actuator
for controlling its operation to null that difference signal. The
electric motor associated with the second actuator is operated in
response to that difference signal so that the present position of
the associated slide rack and hence the transmission control lever
corresponds with the present position of the operator 16.
The construction and operation of the control position detector 28
will now be described with particular reference to FIGS. 3, 4 and
5. The operator 16 is affixed to a rotating shaft 36 that is
journaled for rotation within the housing 17. The control position
detector 28 includes a potentiometer 37 that is connected with the
operator 16 and which detects the movement of the operator 16
through the rotating shaft 36 and a coupling 38 that is connected
to the shaft 36.
To set the remote control unit 11 in the free throttle adjustment
mode, the driver of the vessel pushes in on the rubber cap 39 to
urge a rod 41 to the left as seen from FIG. 3. This causes a pin
42, which is affixed perpendicularly to the end of the rod 41
opposite the cap 39, to move with the rod 41 against the force of a
spring 43. When the pin 42 is moved in this manner, it exerts a
force on a moveable plate 44, pushing it toward a switch 45 against
the force of another spring 46 to actuate the switch 45 which is
mounted on a stationary piece 47 of the remote control unit 11.
When this switch 45 is actuated, the remote control system 11 is
adapted for free throttle operation while the transmission is
maintained in neutral.
When the driver moves the operator 16 while the rubber cap 39 is
pushed in, a rotary plate 48, which has an inner portion 48A that
is affixed to the rotating shaft 36 through a pin 49, rotates
relative to a cam piece 50 to actuate a second switch 51 as the
outer portion 48B of the rotary plate 48 passes the switch 51. When
the switch 51 is actuated, the potentiometer 37 operates to
transmit an electrical signal to the comparator circuit 31
indicative of the movement of the operator 16. However, the
transmission remains in neutral as a result of the output of the
first switch 45.
A pair of friction plates, one 52F for forward action of the
operator 16 and the other 52R for reverse action of the operator
16, is affixed to the housing 17 against a plate 53 that is also
affixed to the housing 17. These friction plates 52F and 52R
provide the rotary plate 48 with suitable friction to maintain the
operator 16 at a desired forward or reverse position once it is
moved from neutral. A stopper element 54 is fixed on the rotating
shaft 36 for rotation therewith and serves to limit the forward and
reverse rotation of the operator 16 by engaging with a stopper bolt
55F or 55R respectively.
When the rubber cap 39 is released, the action of springs 43 and 46
serve to maintain the remote control unit 11 in the
transmission/throttle control mode. In this case, the switch 45
remains in the "off" position and therefore the electrical signal
transmitted by the potentiometer 37 indicative of the movement of
the operator 16 is used to control operation of both actuator units
to adjust the transmission and throttle control levers on the
propulsion unit 12 accordingly.
From the foregoing description it should be readily apparent that
the disclosed remote control system provides more responsive
control of control levers from one or more remote locations by at
least one moveable operator and at the same time reduces the manual
effort required for controlling the levers. The system is normally
arranged for control of both levers but may be selected for control
of only the throttle lever while the transmission is kept in
neutral. Although an embodiment of the invention has been
illustrated and described, various changes and modifications may be
made without departing from the spirit and scope of the invention,
as defined by the appended claims.
* * * * *